Fuel mixture control



Sept. 24, 1946. w. F. STANTON FUEL MIXTURE CONTROL 3 Sheet-Shet 1 Original Filed March 19, 1952 Wuuu 5 51mm" DECEASED By Quays Panavsnuran nummsmnrmx- M Afro mvag Sept. 24, 1946. w. F. STANTON FUEL MIXTURE CONTROL Original Filed March 19, 1952 3 Sheets-Sheet 2 BJTW PM Arramvew Sept. 24, 1946. w. F. STANTON FUEL MIXTURE CONTROL 3 Sheets-Sheet s Original Filed March 1 9, 1932 v -.M m u w 5 7 T." .F.5 s ma E 5 O I L G 5:: A Trokjve y Patented Sept. 24, 1946 Warren F. Stanton, deceased, late of Pawtucket, R. I., by- Gladys Perry Stanton, administratrix, Pawtucket, R. I., assignor, by mesne assignments, ,to American Car and Foundry Investment Corporation, New York, N. Y., a corporation of Delaware Originalapplication March 19, 1932, Serial No. 600,038. Divided and this application April 28, 1944, Serial N0. 533,184

Taking the case of an explosion or internal combustion engine to exemplify the invention, the nature of the fuel mixture-gasoline and air, that is, the proportion of gas and air, should vary under the varying operating conditions of the engine-a rich mixture being required under certain conditions and a lean or leaner under other operating conditions. The mixture, of course, should be just that which is most suitable to the engine conditions atthe time, for the most efficient and otherwise satisfactory use. of fuel. There are, broadly threeoperating conditions to which the mixture should be adapted, as to richness or leanness. They are (1) starting of a dead engine; (2) idling; and (3) running. And a factor to be reckoned with in each of these conditions is the engine temperature.

The important object of the invention is to assure that fuel mixture which is best fitted for the requirements of each operating condition and varying the mixture from. time to time in correspondence with the varied requirements, and another object is to accomplish this by means that causes the mixture variation automatically by causing movement of the actuating parts from the mixture using instrumentality itself, that is to say the engine itself, if it is an internal combustion engine that is dealt with.

3, Claims. (Cl. 123-419) either singly or in combination, as a primary This invention will be described and explained in relation to an internal combustion engine having a conventional carburetor.

The nature of the fuel mixture with a conventional carburetor is controlled by a choke valve, or means for cutting off the air supply to the car-' buretor. Cutting off air supply results in enriching the mixture and increasing air leans the mixture. And the amount of throttle opening effects the mixture by varying the turbulence of the flowing mixture and thereby afiecting the ad-' mixture of the air and gasoline components.

It has been found impossible to obtain satisfactory control by temperature alone, since with a cool start the thermostat has littleor no action for a considerable period of time, and since thedegree of wetness of the inlet manifold at a iven instant, with its effect on the running of the engine at that time, determines the amount of fuelrequired, and temperature does not follow this wetness condition. As the firing conditions of the engine depend upon this degree of wetness, and as the firing conditions affect the engine cylinder pressure, exhaust'manifold pressure, and inlet manifold pressure so' that those pressures vary instantaneously with the condition of the mixture, these various pressures are used,

of the throttle.

means of controlling the mixture through choke and throttle valve, and use the mixture temperature or/and the water jacket temperature as a modifying or limiting means, as by use of a thermostat or temperature responsive device.

. Another important feature of the invention is the production of positive unchoke by throttle action. Flooring the accelerator pedal to open the throttle fully, completely unchokes the engine, as does closing the throttle, so that the car drives the engine with its accompanying very high vacuum. I Another important feature of this invention is the use of a thermostat that is yielding for the first portion of its range of action and unyielding for the latterv portion. This permits pressure and throttle control of thechoke through most of the thermostat temperature range and finally a lock-out of the choke by the thermostat at high temperature.

' The present invention also provides means whereby the thermostat may continue its expansion freely when hot, thus preventing'such damage to it as would happen if its expanding movement should be positively stopped.

With this invention for mixture control, the primary consideration is the firing conditions of the engine itself supplemented or modified by engine heat conditions, and by manual operation StaTting5-The mixture going through the intake manifold, when the engine is cranked is infinitely lean. In order that the engine may start firing, a rich mixture should be instantly supplied and the throttle should be partially opened to produce sufficient fuel supply to the starting up engine. To assure a rich mixture, the carburetor must be choked, that is its air supply must be cutoff, or diminished. The degree of choking, or diminution of air supply will depend on the engine'temperature. A cold engine requires a rich mixture and a warm or hot engine a leaner mixture, taking account of the vaporizing effect on gasoline, of its contact with the heated surfaces of the engine. Features of theinvention are. means for. closing the choke valve during starting and regulating the'degree of closure according to the engine conditions, and to hold the throttle partially open to assure sufficient fuel supply.

Idling cold.Immediately the engine starts firing it should. be supplied with a leaner mixture than that used in starting, as the mixture required for starting is too rich. Since the engine firing, the intake vacuum increases to such a degree that it can be used. The engine speed will vary as the fuel mixture varies from opening and closing the choke, and it results that by controlling the choke by the vacuum, a proper mixture is assured to maintain idling speed of the engine.

Maintenance of idling speed is also dependent on proper throttle opening, and the degree of opening should vary with engine temperature. With a cold engine, the throttle opening should be greater than with a warm engine. It is a feature of the present invention to utilize the vacuum to control the degree of throttle opening and to so control it that more than normal idling speed is maintained with a cold engine, so that when the speed drops, with consequent reduction of vacuum, the throttle opens slightly, or enough to prevent engine stalling and thus maintains a non-stalling condition. It may be said at this point that another feature of this invention concerns the automatic maintenance of a non-stalling condition during idling as pointed out more fully hereinafter.

Idling warm and hot-During warming up, the mixture should be gradually leaned, and a feature of the invention is to accomplish that and automatically by cutting down the amount of choke, and closing the throttle slightly, the latter being desirable because as the engine warms up, its speed with the same throttle opening will tend to increase. With a warm engine, there is an increase in thermal efliciency and decrease of internal friction that result in speed increase. The engine temperature is utilized, as by thermostatic means, to limit the actuation of the air valve and throttle valve.

It has beenfound that the most efficient temperature control may be one that utilizes the temperature of both the heated mixture and the heated water. The mixture heat rises rapidly as the engine warms up on starting and is, therefore, ideal to control the choke on starting and Warming up. Such heat, however, decreases very rapidly when the engine stops. But the water temperature and therefore the engine temperature continues high even after the engine stops. The advantage of using both, as is preferred, is, therefore, apparent. Control by mixture temperature alone while efficient at the start, is not efiicient when the engine stops, because of rapid loss of mixture temperature. Control by the water, or engine temperature is not efficient at the starting of a cold engine, but is efficient when the engine stops. The use of the two sources of heat or temperature enables the deficiency of one to be compensated by the other. However, sufficient nicety of control for practical purposes, especially for the sake of simplicity of parts, may be had by using one, and preferably the mixture heat. If but one thermostat is used, by allowing the thermostat to over-run after a certain tem- I perature is reached, that with the lapse of time for it to return to operative condition upon cooling, approximates the lag accomplished by the use'of two thermostats.

Running cold.A properly proportioned mixture must be maintained for running. Too lean ture, the engine bucks,

a mixture results in backfire through the carburetor, audibly, or otherwise. This reduces the manifold vacuum, and this is available to partially choke. the carburetor to enrich the mixture, as hereinbefore explained. With too rich a mixand the instinctive act of the driver is either to step on the accelerator to give more gas, or to release the accelerator. It is a feature of this invention to utilize each of these actions to unchoke the carburetor and thereby lean the mixture and clear the engine.

With a coldengine, it is desirable the throttle should not be capable of complete opening. This is so because, first, better atomization can be obtained because of increased turbulence and change in vapor pressure of the fuel, and, second, because of hurtful effects from running a cold engine at high speed. A feature of the invention is to prevent full throttle opening when the engine is cold.

When, as in coasting, the car drives the engine, it is desirable to have a lean mixture. A properly lean mixture is assured by using the intake manifold vacuum, as that can be advantageously done because that vacuum increases greatly when the car drives the engine, and that vacuum increase unchokes the carburetor and leans the mixture.

Running warm and h0t..-In running with a warmed, or heated engine, the mixture should be leaned in correspondence with the engine temperature, and with the engine highly heated there should be no choke, and under this condition it should be'po'ssible completely to open the throttle. This is done bycausing temperature responsive devices to limit the degree of choke "or unchoke as the engine warms up and to set the throttle control so that the throttle may be fully opened.

Non-stalZing.--Preventiorr of stalling is important at all times, but especially when the car has a free-wheeling equipment, "or unit. Then the car does not drive the engine when coasting and with'theengine idling, it may stop. If this happens, it may be very dangerous, as for example when passing or crossing cars in trafic, and starting ofthe dead engine is necessary. As by this invention the throttle opening is controlled by the intake manifold pressure, or vacuum, it follows that when the manifold pressure decreases from the slowing down of the stopping engine, the throttle at once opens, and the engine continues to run.

Other features of my invention-Provision is made, to control the mixture in conjunction with the intake manifold vacuum, the use of either the engine pressure or the exhaust manifold pressure. And where simpler installation is desirable, a hand control is-used in place of automatically acting means which acts in conjunction with the intake manifold pressure. By-passing hot gases around the intake manifold to heat the same may be regulated in the manner shown and hereinafter described.

In connection with the heat responsive devices or thermostats, the amount of heat radiation may be regulated was to give a quick pick-up from a cold start by minimum of radiation. Overheating is prevented and a retarding effect in the action of the thermostat as it grows hot as in that condition radiation is increased. And too sudden cooling off of the thermostat is prevented by cutting off radiation therefrom.

This invention is not restricted to an embodiment which will contain all or any number of the features or devices before mentioned and hereinafter to be described, but the invention must be understood as consistingin whatever is described by or is included within the terms or scope or legal meaning of the appended claims. V

' Because it makes for clarity of illustration, the annexed drawings will be found diagrammatic in many respects.

In such drawings:

Fig. 1 is a side elevation with parts in section of an embodiment of the invention shown applied to a gas engine carburetor, the automatic control being by use of the intake manifold vacuum and temperature;

Fig. 2 is a similar view of another embodiment of the invention, the automatic control means utilizing the water jacket temperature;

Fig. 3' is a similar view of another embodiment of the invention;

Fig. 4 is a view similar to Fig. 1 with the addition of means to control passage of heated exhaust gases through the heater manifold;

Fig. 5 is a view similar to the preceding figures illustrating an embodiment of the invention in' which the automatic control is by the intake manifold pressure and temperature and cylinder pressure;

Fig. 6 is a side view of a portion of what is shown in Fig. 5;

Fig. 7 is a similarview illustrating an embodiment of the invention for control by intake manifold pressure and temperature, and exhaust manifold pressure; 7

Fig. 8 is a detail view partly in section and partly in elevationillustrating an embodiment of the invention in which control is effected by use of intake manifold pressure and by hand;

Figs. 9 and :10 are, respectively, detail views of a thermostat damper or ventilator;

Fig. 11 is a detail view showing an embodiment of the invention in which theconnection between the choke and throttle includes a cam; and

Fig. 12 is a detail view showing a temperatureoperated throttle latch. Corresponding parts in the various figures are designated by the same reference numerals.

Ihere now follows a description of the embodiments of the invention by reference to the drawings, referring when necessary to particular Carburetor 50, has an airinlet with a choke valve 5I, operated by lever 52, movement in the direction of the arrow opening the choke. This valve is normally held closed by spring 53, and is connected by rod 54, with lever 55, pivoted freely on pin 56. Lever 55, has two jaws 51 and 58, with which coact an arm 59, attached to and rotated by thermostat 60. Thermostat 60, is screwed to intake manifold BI, the position being selected for the best representative condition of mixture temperature. Heating of the thermostat causesit to rotate pin I50, attachedthereto and to rotate arm 59, in the direction indicated by the" arrow. Also pivoted freely on pin 56, is lever 62, to one arm of which is connected diaphragm 63, by rod 64. Another arm is connected to throttle lever 65, of throttle valve 66, by rod 61, which slides cam BI, on lever 65, rod'82 and slip joint 80, as

rection does not operate this lever. also connected with choke lever 52, by rod I06 and illustrated in Fig. 11. A different connection between lever 52, and lever 65, may be provided through cam 83, on lever 52, rod 84, and arm (Fig. 5). The purpose of these connections is hereinafter explained.

Additional enrichment of the mixture may be caused when choke valve 5I, is closed, as shown in Figs. 2, 5 and 7, by an auxiliary by-pass valve 86, operated by a cam 81, attached to stud 88, on 'which valve 5|, is pivoted. The cam 81, acts on one end of rod89, movement of which rocks levers and 9|, to lift valve 86. 5

There is provided (see Fig. '2) a second thermostat 92, attached to and heat responsive to temperature of the waterjacket 93, which by crank 95, rod and lever 96 acts in conjunction with thermostat 60, upon lever 55, and choke and throttle valves. It may be necessary to provide means for preventing too great enrichment of the mixture when starting. This (see Fig. 1) is accomplished by providing an auxiliary air inlet port I60, normally closed by spring flap valve I6 I', but which may be opened by the suction in the intake manifold upon the instant of starting, and

thus slightly lean the mixture.

In Fig. 3 are different operative connections between thermostat 60, and choke and throttle levers. Thermostat 60, gas a pin 98, in a slot 59, on lever I00. This lever is connected by arm IOI, and rod I02 with diaphragm 63, and with lever 65 by rod I93, which is slidable through pin I04,

on lever 6 5, and is provided with a stop collar I05,

so that movement in one direction of rod I03, operates lever 65, but movement in the other di- Lever I00 is has an arm I01, with which an adjustable stop screw I08 abuts that forms a fulcrum or pivot for lever I00.

As illustrated in Fig. 5, the action of choke and throttle is controlled by inlet manifold pressure by diaphragm 63 and by engine pressure (preferably by a timed sample of said pressure) by diaphragm I09, which by pipe H0, is operatively connected directly with the cylinder, and by plunger III, is connected with lever II2, pivoted at H3, and to which diaphragm 63, is also connectedby plunger II4. Arm II2 by means of rod H5, and collar II6, positively actuates choke lever 52, and through cam 83 and rod 84, actuates throttle valve 66, and by means of collar Ill, and spring 8, yieldably operates lever 52, in the other direction. On rod II5 are stop collars I I9 and I20, which coact with thermostat I2I bolted to intake manifold 6I.

Referring to Fig. 7, it will be seen, means are providedfor operating arm 62, by thecombination of intake manifold pressure, through diaphragm 63, and exhaust manifold pressure through diaphragm 63a, these diaphragms being, respectively, connected to lever I2I, pivoted at I22, by plungers II land I23, respectively, and diaphragm63a beingconnected with the exhaust manifold byfltube I24. Lever I'2I is connected to arm 62 by rod I25, lever I26, pivoted at I21 and rod I23.

Referring to Fig. 4, provision is made to control flow of exhaust gases around the intake manifold by a butterfly valve I29, fastened to stud I39, which valve i operated by lever I3I. This valve I29, is normally held closed by stop collar I32 on rod I33, connected with arm 62, and is opened by spring I34, when arm 62 moves in a clockwise direction. It may be prevented from being opened by thermostat I35, coacting with a series of notches I36, on lever I3I, thermostat I35, being in position to prevent opening when the heater manifold I3! is cold and being in a clear position, as shown, when manifold I3I is hot.

As shown in Fig. 12, a stop may be actuated to prevent opening of throttle 66, when the engine is cold by a thermostat I39, bolted to intake manifold 6L Pivoted arm I39 and rod I49, controlled in their movement by thermostat I38, prevent opening of throttle 96, while the engine is cold, but allows opening of throttle 66, when the engine is warm.

In Fig. 8, there is provided for hand control in place of automatic thermostat control, by attaching to lever 59, lever arm MI. The position of arm 59, is yieldably controlled by dash button I42, at the end of rod I43, stop collars I44 and. I45, on said rod and springs I46 and I41.

In Figs. '9 and 10, there is illustrated, in detail, a ventilator or damper for thermostat 66. The latter is enclosed in a housing I48, the ends of which are perforated with holes, I49. Attached to pivot rod I59, to which thermostat 69, is fastened, and which is rotated by the latter, are shutters ii, and I52, also provided with holes I53, so that as the thermostat heats up and rotates rod 56, holes I53, I53, are brought into juxtaposition with holes I49, in housing I48. Ventilation and heat transfer are thus afforded. When the thermostat 6B, is cold, holes I53 and I9 are out of juxtaposition, thus closing housing I48, to the outside air and allowing the minimum of heat transfer.

Describing the operation of the devices shown, and first considering control by the inlet manifold pressure and a single thermostat operated by the mixture temperature, as illustrated in Fig. 1, with the engine stopped and cold, thermostat 66, is completely contracted, and arm 59, is in the position shown, pressure in the intake manifold is atmospheric and spring 11, by rod 64, holds arm 62, in the position shown, so that stop I4 allows spring 53 to move lever 55, to the position illustrated, and thus by rod 54, and lever 52, to close choke valve iii. In this position arm 62 also partiall opens throttle 66, beyond the normal idling position by collar 69, rod GI and lever 65, against thetension of spring I9, which constantly tends to close the throttle, but which is less powerful than spring 71. Thus the engine is completely choked and the throttle partially opened, providing the proper condition for starting.

If the engine while stopped is warm or hot, thermostat 69, will have expanded, thus moving arm 59, in counterclockwise direction, and by jaw '58, preventing lever 55, from assuming full choke position, the vacuum and throttle control of choke being thereby modified by the temperature of the engine while stopped, or not running.

The operator now cranks the engine. Immediately the engine starts firing a vacuum is created in the intake manifold and thi vacuum acting on diaphragm 93, moves arm 62, by rod 64, in clockwise direction against pressure of spring ll. This change in the position of stop 74, by finger I5, rotates lever :55, in clockwise direction and thus opens choke 5|, against pressure of spring 53. Movement of arm 62, also allows spring I9 to close throttle 66, to near normal idling position. With the engine cold and arm 59 in the position shown, the extent of choke at idling speed depends wholly on the vacuum. As the engine heats up, and arm 59 thereby rotates counterclockwise, the position of arm 55, and therefore the degree of choke, may be limited by either finger i5, abutting against stop I4, or by jaw 58, abutting against arm 59. Thus the degree of choke is controlled by either vacuum, or temperature, or both. When th engine is fully heated, .arm '59, abutting against jaw 58, holds choke 5%, completely open. The face of jaw 58 is oisuch a shape that when lever 55 has moved clockwise to the full unchoke position, it forms anxarc concentric with the center of arm 59,50 that further movement of the thermostat as it heats up is allowed, while arm 59 still holds lever 55 positively in a full unchoke position. Thus all the ideal idling conditions are attained.

Assume the engine to be idlingcold and the operator desires torun the engine. He controls speed inthe usual manner by opening throttle 95, by pedal ll, spring 73a being stronger than spring Ill, and rod Bl, sliding through pin 68, permitting .free opening of the throttle with regard to arm 62. Openingthe throttle tends to unchoke valve 5I, byrodlfi, and spring 80, but as spring .89, is weaker thanspring I9, full effect is not attained. untilspring 8B, is fully compressed, further-movement of the throttle then tending to unchoke. :This tendency to unchoke, however, is resistedby jaw 5I, abutting against arm '59, when the engine is cold, or cool. Thus full unchoke is prevented under these conditions, according to the degreeof temperature of the engine, and also full throttle opening is revented under like conditions. When the engine is hot,

' however, arm 5.9, has moved so that jaw 51, cannot abut against it, and full unchoke and full throttle opening are permitted.

Should the mixture become too lean, the .engine will backfire through the carburetor and increase the pressure against diaphragm 63. This pressure, acting in conjunction with spring 11, will move arm :82, counterclockwise, changing the position of stop I'd, and permitting full choke by spring 519.. .If the mixture becomes too rich and the engine starts to buck the operator may unchoke by. opening throttle 66, fully, in which .case springBJ-I, will be .fully compressed and rod I9, will open choke valve 5I, or he may unchoke by closing the throttle completely. This will immediately increase the intake manifold vacuum and by. action on diaphragm 63, will rotate arm .62, clockwise, and stop I4 abutting finger I5, will move lever 55, clockwise and thus open choke valveilh stalling .is prevented under any conditions. Assume the engine to be idling. Immediately that it starts to slow down to near the stopping speed, pressure in the intake manifold increases. This allows spring-I1, .to overcome diaphragm 63, and move arm 62, counterclockwise and thus, by pin 68 and collar 69, on rod 61', to positively move lever 65 to open throttle 66. Movement of arm 62 counterclockwise also moves stop I4 away from finger I5, and if the engine is cold, or cool,

so that arm 59 does not limit movement of lever perature and water temperature. there is provided (see Fig. 2) thermostat 92,

9. 55, the engine is also partially fchokedll-Thus stalling is prevented by throttle-opening alone whenthe engine is hot, andby throttle opening and partial choking whenthe engine is colder cool. When the car is driving the engineat a greater speed than that provided by the throttle opening,

.increased vacuum is caused in the intake manifold. This acting on diaphragm 53,- movesarm 62 clockwise and by stop I4, abutting against finger 75, positively rotates arm 55, to open the choke and lean the mixture. I I I i J As hereinbefore mentioned, the ideal'method of temperature control is by both mixture tem- To do this,

mounted on the water jacket 93, and thus responsive to the water temperature. This thermostat has an arm 94, by rod 95, connected with lever 96, attached to thermostat 69. As the action of thermostat 92, is slower, both in heating up and cooling, than that of thermostat ,69, rod 95, is provided with slot 95a, which allows free movement of thermostat 90, at the start of heating up and of cooling, but which provides the desirable retarding effect of thermostat 92, as the engine either warms or cools.

Describing the action of the manifold by-pass shown in Fig. 4, the thermostat 69 is connected, directly with the arm 55, so that expansion of the thermostat tends to open the choke and contraction of the thermostat closes it. Diaphragm 63 is connected with arm 52, which rotates freely on the hub of the thermostat 50, and has a stop I4, so that action of the vacuum on diaphragm 63, tends to unchoke the carburetor. The exhaust gases from the engine enter heater manifold I31 through port I3'Ia and exhaust through port I3'Ib, and when valve I29, is closed, by-pass as shown by the arrow around the intake manifold, and when valve I29 is open, go directly out of port I3'Ib. Valve I29, which is fastened to stud I30, tends to open by spring I34, attached to an arm on lever I3I. but is held from opening by collar I32, on rod I33, when the engine is stopped, when spring 11, holds arm 62, in the position shown. When held shut in this position, with the manifold heater cold, it is held locked by thermostat I35, abutting against notches I36, in arm I3I. By providing a series of such notches, the

degree to which it is held locked shut may be controlled by the heat of the manifold. When the engine starts. vacuum acting on diaphragm 63,

rotates arm I52, to pull collar I32 away from lever I I3I, thus allowing the temperature of the manifold I36, to control the opening of valve I29. Thermostat spring I35, allows spring I34, to completely open the valve when the manifold is hot. Thus the degree of heating by exhaust gases is controlled by the exhaust manifold temperature and the intake manifold pressure.

Controlling by combination of engine pressure, intake manifold pressure and intake manifold temperature, is illustrated in Fig. 5, where diaphragm 63 is operated by intake manifold pressure, diaphragm I09, by engine pressure, and thermostat I2I (temperature) controls the degree to which these diaphragms may control the choke. Stop I29 on rod H5 abuts against thermostat I2I, when the latter is cold and prevents full opening of the choke in this condition- Stop II9.,abuts against thermostat I2I, when the latter is hot and prev nts closure of the choke under this condition. The degree to which the temperature by thermostat I2I, controls the position of IZ'Oand -I I9, with a serie of notches, coinciding.

with various positions of thermostat I2I as it heats '5'. I

Control by combinationof intake manifold pressureg exhaust. manifold pressure and intake "manifold temperature is illustrated in'JFig. -7, where diaphragm'63, is operated-by intake manifold pressure; diaphragm 63a by exhaust manifoldpressure', and the combination of effectsv of these pressures istransmitted to lever 62, through lever" I2I,-'rod "l25, lever I26 and rod I28, the action-of thermostat 6'0, being the same as hereintofore described with relation to Fig. 1.

Combination of hand control and intakemanifold pressure is illustrated in Fig. 8. Upon startingwith' a cold engine, the operator pulls dash button I42, thus yieldably moving lever I 4|, and positioning arm 59, to the same position as it would be moved by a coldthermostat as described in connection with Fig. 1. Upon starting with a cold engine, the operator pulls dash button I42, thus yieldably moving lever I 4|, and positioning arm 59, to the same position as it would be moved by a cold thermostat as described in connection with Fig. 1. The actions of arm 59, and of diaphragm, throttle valve, choke valve, etc., are the same as described in connection with Fig. 1, the only difference being that the position of arm 59, is varied by the operator instead of by the intake manifold heat through the action of thermostat 69. By providing dash button I42 with a manual pull out, and a time delay operated push in, the action of thermostatic control may be approximated. I

It will be apparent that by this invention, the combined effect of the intake manifold pressure and mixture temperature controlling the action of the choke valve, throttle valve, and heater manifold valve, there is not only provided a proper mixture for all operating conditions, but elimination of a number of auxiliary features now necessary is accomplished (such as mechanism for acceleration duration fuel charge), in present carburetors, manual choke, thermostatically operated manifold heater valve, auxiliary starting devices, etc. This application is. a division of application Serial, No. 600,038, filed March 19, 1932.

What is claimed is:

l. A carburetor for an internal combustion engine including an air entrance, a choke valve therein, a mixture outlet, a throttle valve controlling said outlet, and means for conditioning said valves for starting said engine, said means including a pivoted arm, a' fluid motor for varying the angular position of said arm, heat control means for varying the movement of said arm by said fluid motor, adjustable means for limiting the movement of said arm in one direction, a connection between said arm and one of said valves, an interconnection means for the said valves whereby the movement of one of said valves by said arm will determine the position of the associated valve.

, 2. In a carburetor for an internal combustion engine includingan air inlet, a choke valve therein, a. mixture outlet, a throttle valve controlling said outlet, and means for conditioning said valves for starting said engine, said means including a member supported for angular movement, fluid pressure means connected to said member and to said mixture outlet posterior to the throttle for varying the position of said member in accordance with suction existing in said outlet,

eluding a movable arm, a fluid motor for varying" thev position of said arm, heat responsive means for varying the effect of said fluid motor on said arm, means for limiting the position of said arm when varied by said conditioning means, aconnection between said arm and one of said valves, and interconnecting means between said valves whereby the movement of one of said valves by said arm will determine the position of the other valve. GLADYS PERRY STANTON, Administratrim of the Estate of Warren F. Stanton, Deceased. 

